Spoiler mechanism and vehicle

Abstract

The application provides a spoiler mechanism and a vehicle. The spoiler mechanism comprises a dam group, a rotating shaft and a driving part. The dam group comprises at least two dams. The rotating shaft is connected to the dams. The driving part is connected to the rotating shaft. The dam group comprises an open state and a closed state. The driving part controls the rotating shaft to rotate to drive the dam group to switch between the open state and the closed state. When the dam group is in the open state, the dam is used to generate a first resistance to the air at the bottom of the vehicle. When the dam group is in the closed state, the dam is used to generate a second resistance to the air at the bottom of the vehicle. The first resistance is greater than the second resistance. The spoiler mechanism effectively reduces the production cost and the weight of the vehicle. The design of the single driving part can ensure that the multiple dams rotate synchronously, avoid the situation that the adjacent dams run out of synchronization, cause structural interference and damage, and further improve the practicability and reliability of the spoiler mechanism.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more particularly to a spoiler mechanism and a vehicle. Background Technology

[0002] During high-speed vehicle operation, the front spoiler can block air from entering the underside of the vehicle, thereby creating a negative pressure space under the vehicle, which enhances the downforce at the front of the vehicle and ensures the wheels' grip.

[0003] The structure of the front spoiler needs to be designed according to the shape of the vehicle's bumper, so multiple spoilers are usually required, each controlled by a motor. This design necessitates the installation of multiple motors and controllers to manage each spoiler, significantly increasing production costs and vehicle weight. Furthermore, the presence of multiple motors and controllers can lead to asynchronous operation of different spoilers. Therefore, existing solutions require gaps between adjacent spoilers to prevent interference, which reduces the spoiler's airflow blocking effect. Utility Model Content

[0004] This application provides a spoiler mechanism and a vehicle to address some or all of the shortcomings in the related art.

[0005] The spoiler mechanism of this application includes an air dam assembly, a rotating shaft, and a drive component. The air dam assembly includes at least two air dams. The rotating shaft is connected to multiple air dams. The drive component is connected to the rotating shaft. The air dam assembly includes an open state and a closed state, and the drive component controls the rotating shaft to rotate, thereby switching the air dam assembly between the open and closed states. When the air dam assembly is in the open state, the air dam generates a first resistance with the air under the vehicle; when the air dam assembly is in the closed state, the air dam generates a second resistance with the air under the vehicle. The first resistance is greater than the second resistance.

[0006] Optionally, the air dam assembly includes a first air dam and a second air dam. An angle greater than 90° and less than 180° is formed between the inner walls of the first air dam and the inner walls of the second air dam.

[0007] Optionally, there are two second air dams, which are respectively disposed at both ends of the first air dam and form the included angle with the first air dam.

[0008] Optionally, the rotating shaft includes a first shaft segment and a second shaft segment connected to each other. The first shaft segment is parallel to and rotatably connected to the first air dam, and the second shaft segment is parallel to and rotatably connected to the second air dam. The driving member is connected to the first shaft segment or the second shaft segment and drives the first shaft segment and the second shaft segment to rotate synchronously.

[0009] Optionally, the rotating shaft further includes a connector, with its two ends connected to the first shaft segment and the second shaft segment, respectively. When the driving component drives the rotating shaft to rotate, the connector causes the first shaft segment and the second shaft segment to rotate synchronously.

[0010] Optionally, the connector is an elastic telescopic member. The side of the elastic telescopic member facing the air dam assembly is in a stretched state, and the side away from the air dam assembly is in a compressed state. When the driving member drives the rotating shaft to rotate, the first shaft segment and the second shaft segment rotate synchronously, and the axial directions of the first shaft segment and the second shaft segment remain unchanged.

[0011] Optionally, the connector is a universal joint, comprising a first link and a second link that are perpendicular to and intersecting each other. The axial direction of the first link is perpendicular to the axial direction of the first shaft segment and is rotatably connected to the first shaft segment. The axial direction of the second link is perpendicular to the axial direction of the second shaft segment and is rotatably connected to the second shaft segment.

[0012] Optionally, the first shaft segment includes a first protrusion, and the second shaft segment includes a second protrusion. The first protrusion is located at the end of the first shaft segment facing the second shaft segment, and the second protrusion is located at the end of the second shaft segment facing the first shaft segment. The first protrusion extends axially along the first shaft segment towards the second shaft segment and is rotatably connected to the first connecting rod, and the second protrusion extends axially along the second shaft segment towards the first shaft segment and is rotatably connected to the second connecting rod.

[0013] Optionally, when the air dam assembly is in the closed state, at least a portion of any two adjacent air dams are stacked.

[0014] The vehicle described in this application includes a front bumper and a spoiler mechanism as described above. The spoiler mechanism is located at the bottom of the front bumper. When the air dam assembly is in the open state, the air dam assembly protrudes from the bottom of the front bumper and is used to block airflow in front of the vehicle.

[0015] The technical solutions provided by the embodiments of this application may include the following beneficial effects: As can be seen from the above embodiments, the spoiler mechanism of this application allows the air dam assembly to be attached to the front bumper structure of the vehicle, ensuring the consistency of the vehicle's shape and the blocking effect of the spoiler mechanism during operation. Simultaneously, the design of multiple air dams being controlled by a rotating shaft and driven synchronously by a single drive unit effectively reduces the production cost of the spoiler mechanism, lightens the overall weight of the vehicle, and ensures synchronous rotation of multiple air dams, avoiding asynchronous operation of adjacent air dams that could lead to structural interference or damage, further improving the practicality and reliability of the spoiler mechanism.

[0016] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this application. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the spoiler mechanism of a vehicle in one embodiment of this application when it is open; Figure 2 This is a front view of the spoiler mechanism when the air dam assembly is in the open state according to one embodiment of this application; Figure 3 This is a perspective view of the spoiler mechanism when the air dam assembly is in the open state according to an embodiment of this application; Figure 4 This is another perspective view of the spoiler mechanism when the air dam assembly is in the open state in one embodiment of this application; Figure 5 This is a perspective view of the spoiler mechanism when the air dam assembly is in the closed state according to one embodiment of this application; Figure 6 This is another perspective view of the spoiler mechanism when the air dam assembly is in the closed state in one embodiment of this application; Figure 7 This is a schematic diagram of the structure of the rotating shaft in one embodiment of this application; Figure 8 This is a schematic diagram of the connector structure in one embodiment of this application.

[0019] Attached image annotations: 100. Vehicle; 1. Spoiler mechanism; 11. Air dam assembly; 111. First air dam; 112. Second air dam; 12. Rotating shaft; 121. First shaft section; 1211. First protrusion; 122. Second shaft section; 1221. Second protrusion; 123. Connector; 1231. First connecting rod; 1232. Second connecting rod; 13. Drive component; 2. Front bumper; A. Angle. Detailed Implementation

[0020] The technical solutions in the embodiments (or "implementations") of this application will be clearly and completely described herein with reference to the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0021] If the embodiments of this application contain terms relating to directional indications or positional relationships (such as up, down, left, right, front, back, inside, outside, top, bottom, center, vertical, horizontal, longitudinal, transverse, length, width, counterclockwise, clockwise, axial, radial, circumferential, etc.), such terms are only used to explain the relative positional relationships and movement of the components in a specific posture (as shown in the attached figures); if the specific posture changes, the directional indications or positional relationships will also change accordingly. Furthermore, the terms "first" and "second" used in the embodiments of this application are only for descriptive convenience and should not be construed as indicating or implying relative importance.

[0022] like Figure 1 As shown, this application provides a vehicle 100, including a front bumper 2 and a spoiler mechanism 1. The spoiler mechanism 1 is disposed at the bottom of the front bumper 2. The spoiler mechanism 1 includes an air dam assembly 11, which protrudes from the bottom of the front bumper 2 when the air dam assembly 11 is in the open state and is used to block the airflow in front of the vehicle 100.

[0023] The vehicle 100 of this application, through the design of the spoiler mechanism 1, allows the air dam assembly 11 to open and protrude from the bottom of the front bumper 2 when the vehicle 100 is running at high speed. This blocks the airflow from the front of the vehicle 100 from entering the underside of the vehicle, thereby creating a negative pressure space under the front of the vehicle. This increases the downforce of the vehicle 100 and the grip of the tires, thus ensuring the performance and safety of the vehicle 100 at high speeds. Meanwhile, during normal use, the spoiler mechanism 1 can be closed and attached to the underside of the vehicle to prevent the vehicle 100 from being bumped or damaged when driving over speed bumps.

[0024] Combination Figure 2 and Figure 3As shown, the spoiler mechanism 1 of this application includes an air dam assembly 11, a rotating shaft 12, and a drive component 13. The air dam assembly 11 includes at least two air dams, and the rotating shaft 12 is connected to multiple air dams. The drive component 13 is connected to the rotating shaft 12. The air dam assembly 11 includes an open state and a closed state, and the drive component 13 controls the rotation of the rotating shaft 12 to drive the air dam assembly 11 to switch between the open and closed states. Figure 3 and Figure 4 As shown, when the air dam assembly 11 is in the open state, the air dam generates a first resistance with the air at the bottom of the vehicle 100; when the air dam assembly 11 is in the closed state, the air dam generates a second resistance with the air at the bottom of the vehicle 100. The first resistance is greater than the second resistance.

[0025] In actual operation, when the vehicle 100 is traveling at high speed, the air dam assembly 11 can be controlled to be in the open state, and the air dam will extend downward, thereby partially blocking the airflow channel at the bottom of the front of the vehicle. At this time, the air dam and the air at the bottom of the front of the vehicle generate relatively strong resistance, thereby achieving a turbulence effect, reducing turbulent airflow entering the bottom of the vehicle, and significantly reducing the vehicle's drag coefficient. When the vehicle 100 is traveling at low speed, the air dam assembly 11 can be controlled to be in the closed state. At this time, the air dam retracts from the bottom of the front bumper 2, reducing the obstruction of the airflow channel at the bottom of the front of the vehicle, thereby generating relatively weak resistance with the air at the bottom of the front of the vehicle.

[0026] Specifically, in an optional exemplary embodiment, when the air dam assembly 11 is in the open state, the air dam is perpendicular to the chassis of the vehicle 100, such as... Figure 5 and Figure 6 As shown, when the air dam assembly 11 is in the closed state, the air dam is parallel to the chassis of the vehicle 100. Of course, in some other optional embodiments, it can also be designed such that when the air dam assembly 11 is in the open state, there is an angle greater than 60° and less than 120° between the plane of the air dam and the plane of the chassis of the vehicle 100, that is, an angle close to perpendicular; and when the air dam assembly 11 is in the closed state, there is an angle less than 30 degrees between the plane of the air dam and the plane of the chassis of the vehicle 100, that is, an angle close to parallel.

[0027] As can be seen, the spoiler mechanism 1 of this application divides the air dam assembly 11 into multiple air dams, allowing the air dam assembly 11 to be attached to the structure of the front bumper 2 of the vehicle 100, ensuring the consistency of the vehicle 100's shape and the blocking effect of the spoiler mechanism 1 during operation. Simultaneously, multiple air dams are controlled by a rotating shaft 12 and driven synchronously by a single drive component 13. This design effectively reduces the production cost of the spoiler mechanism 1 and lightens the overall weight of the vehicle 100. Furthermore, the design of a single drive component 13 ensures synchronous rotation of multiple air dams, avoiding asynchronous operation of adjacent air dams that could lead to structural interference or damage, further improving the practicality and reliability of the spoiler mechanism 1.

[0028] For ease of understanding and illustration, the multiple air dams included in the air dam assembly 11 will be referred to as first air dam 111 and second air dam 112 in the following text and in the accompanying drawings. It is understood that first air dam 111 and second air dam 112 represent at least two air dams included in the air dam assembly 11, and are not independent structures. Therefore, this will not be elaborated further.

[0029] In an optional embodiment, the air dam assembly 11 includes a first air dam 111 and a second air dam 112. An included angle A greater than 90° and less than 180° is formed between the inner wall of the first air dam 111 and the inner wall of the second air dam 112.

[0030] refer to Figure 7 In practical applications, the first air dam 111 is located in the center of the front bumper 2 of the vehicle 100, directly facing the front of the vehicle, while the second air dam 112 is located on the side of the front bumper 2, diagonally in front of the front of the vehicle. Depending on the shape of different vehicle models, the first air dam 111 and the second air dam 112 can form an angle A greater than 90° and less than 180°. This design allows the air dam assembly 11 to fit more closely with the structure of the front bumper 2, thereby ensuring the consistency of the vehicle 100's shape and the aerodynamic effect of the spoiler mechanism 1, thus improving the vehicle 100's grip and safety.

[0031] Specifically, the included angle A formed between the inner wall of the first air dam 111 and the inner wall of the second air dam 112 can be 95°, 100°, 105°, 110°, 115°, 120°, 125°, 130°, 135°, 140°, 145°, 150°, 155°, 160°, 165°, 170°, or 175°, etc. Therefore, the spoiler mechanism 1 of this application can be designed accordingly based on different vehicle models and different shapes of front bumpers 2. For example, for models with a flatter front end, a spoiler mechanism 1 with a larger included angle A can be selected, while for models with more unique and streamlined front-end designs, a spoiler mechanism 1 with a lower included angle A or one corresponding to the front-end design can be selected. Therefore, this application does not impose any limitations in this regard.

[0032] In an optional embodiment, there are two second air dams 112, which are respectively disposed at both ends of the first air dam 111 and form an angle A with the first air dam 111. The design of the two second air dams 112 can better fit the structure of the front bumper 2, further ensuring the spoiler mechanism 1's spoiler effect, thereby improving the downforce, grip, and stability of the vehicle 100.

[0033] It should be noted that in this application, the first air dam 111 faces the forward direction of the vehicle, while the two second air dams 112 are respectively connected to both ends of the first air dam 111 and located at the front side of the vehicle. In some other optional embodiments, more air dams can be designed according to different vehicle models, such as a first air dam 111, two second air dams 112 connected to both ends of the first air dam 111, and a third air dam located at the ends of the two second air dams 112 away from the first air dam 111. Such a design can better adapt to different vehicle models and the shape of the front bumper 2, thereby ensuring the integrity and compactness of the vehicle 100's shape. Therefore, this application does not limit the specific number of air dams.

[0034] In an optional embodiment, the rotating shaft 12 includes a first shaft segment 121 and a second shaft segment 122 connected to each other. The first shaft segment 121 is parallel to and rotatably connected to the first air dam 111, and the second shaft segment 122 is parallel to and rotatably connected to the second air dam 112. A driving member 13 is connected to either the first shaft segment 121 or the second shaft segment 122, and drives the first shaft segment 121 and the second shaft segment 122 to rotate synchronously.

[0035] like Figure 7 As shown, since there is an included angle A between the first air dam 111 and the second air dam 112, the first shaft segment 121 and the second shaft segment 122 are also designed to be at an included angle, so that when the drive member 13 is working, it can simultaneously drive the first shaft segment 121 and the second shaft segment 122 to rotate, thereby driving the first air dam 111 and the second air dam 112 to rotate synchronously.

[0036] It should be noted that, as described above, the number of second air dams 112 can be two. Correspondingly, the number of second shaft segments 122 can also be designed as two, each connected to one of the two second air dams 112. The driving component 13 is connected to the first shaft segment 121, driving the first shaft segment 121 to rotate, thereby causing the second shaft segments 122 on both sides to rotate synchronously. Of course, multiple shaft segments can also be designed to correspond to the multiple air dams mentioned above, thereby driving multiple air dams to rotate simultaneously. In addition, the driving component 13 can also be connected to the second shaft segment 122 or other shaft segments. Therefore, this application does not impose any limitations on this.

[0037] In an optional embodiment, when the air dam assembly 11 is in the closed state, at least a portion of any two adjacent air dams are stacked.

[0038] The spoiler mechanism 1 of this application designs two adjacent air dams to be partially stacked when closed. This results in a more complete and integrated spoiler surface formed by the first air dam 111 and the second air dam 112 when open, with a smaller gap between them. This effectively improves the spoiler effect of the spoiler mechanism 1, ensuring the grip and stability of the vehicle 100 at high speeds. Furthermore, since the spoiler mechanism 1 can simultaneously drive the first air dam 111 and the second air dam 112 to rotate synchronously via a single drive component 13, structural interference or damage will not occur due to asynchronous operation of adjacent air dams when the air dam assembly 11 switches between open and closed states. Therefore, this design further enhances the safety and reliability of the spoiler mechanism 1.

[0039] In an optional embodiment, the rotating shaft 12 further includes a connector 123, with its two ends connected to a first shaft segment 121 and a second shaft segment 122, respectively. When the driving member 13 drives the rotating shaft 12 to rotate, the connector 123 causes the first shaft segment 121 and the second shaft segment 122 to rotate synchronously.

[0040] The design of the connector 123 makes the first shaft segment 121 and the second shaft segment 122 more fluid when the drive component 13 drives the rotating shaft 12 to rotate, and also ensures that the first shaft segment 121 and the second shaft segment 122 rotate more synchronously, thereby ensuring the safety and reliability of the air dam assembly 11.

[0041] In an optional embodiment, the connector 123 is an elastic telescopic member (not shown in the figure). The side of the elastic telescopic member facing the air dam assembly 11 is in a stretched state, and the side away from the air dam assembly 11 is in a compressed state. When the drive member 13 drives the rotating shaft 12 to rotate, the first shaft segment 121 and the second shaft segment 122 rotate synchronously, and the axial directions of the first shaft segment 121 and the second shaft segment 122 remain unchanged.

[0042] This application designs the connector 123 as an elastic telescopic member, with the side of the elastic telescopic member facing the air dam assembly 11 in a stretched state and the side away from the air dam assembly 11 in a compressed state. In this way, the first shaft segment 121 and the second shaft segment 122 can be installed along the designed angles of the first air dam 111 and the second air dam 112, and their axial directions can remain unchanged during synchronous rotation (e.g., ...). Figure 7 (As shown by the red dotted line in the middle), this design ensures that when the air dam assembly 11 switches between the open and closed states, there will be no structural interference between the air dams, or contact with the front bumper 2 due to changes in the angle, thereby ensuring the structural safety of the vehicle 100.

[0043] like Figure 8 As shown, in an optional embodiment, the connector 123 is a universal joint, including a first link 1231 and a second link 1232 that are perpendicular to and intersecting each other. The axial direction of the first link 1231 is perpendicular to the axial direction of the first shaft segment 121, and it is rotatably connected to the first shaft segment 121. The axial direction of the second link 1232 is perpendicular to the axial direction of the second shaft segment 122, and it is rotatably connected to the second shaft segment 122.

[0044] The spoiler mechanism 1 of this application designs the connecting member 123 as a universal joint structure, and connects it to the first shaft segment 121 and the second shaft segment 122 respectively through a cross-designed first link 1231 and second link 1232. This allows the driving member 13 to drive the first shaft segment 121 to rotate, and through the cooperation between the first link 1231 and the second link 1232, drive the second shaft segment 122 to rotate synchronously without affecting the axial direction of the first shaft segment 121 and the second shaft segment 122. Therefore, this design ensures the working efficiency of a single driving member 13 and the synchronous operation of the air dam assembly 11, thereby effectively controlling the production cost, operating cost, and spoiler effect of the spoiler mechanism 1.

[0045] Continue to refer to Figure 8 In an optional embodiment, the first shaft segment 121 includes a first protrusion 1211, and the second shaft segment 122 includes a second protrusion 1221. The first protrusion 1211 is located at the end of the first shaft segment 121 facing the second shaft segment 122, and the second protrusion 1221 is located at the end of the second shaft segment 122 facing the first shaft segment 121. The first protrusion 1211 extends along the axial direction of the first shaft segment 121 towards the second shaft segment 122 and is rotatably connected to the first connecting rod 1231. The second protrusion 1221 extends along the axial direction of the second shaft segment 122 towards the first shaft segment 121 and is rotatably connected to the second connecting rod 1232.

[0046] The spoiler mechanism 1 of this application is designed with a first protrusion 1211 and a second protrusion 1221 on the first shaft segment 121 and the second shaft segment 122, respectively, thereby extending the structure at the end of the shaft segment and connecting it with the first connecting rod 1231 and the second connecting rod 1232. This design can further avoid structural interference and wear between the first shaft segment 121 and the second shaft segment 122 during rotation, and can also avoid wear caused by the universal joint colliding with the end of the shaft segment during rotation, effectively improving the stability and safety of the rotating shaft 12 during operation.

[0047] It should be noted that the technical solutions or features described in the above embodiments can be combined or supplemented with each other without conflict. The scope of protection of this application is not limited to the precise structures described in the above embodiments and shown in the accompanying drawings; all modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A spoiler mechanism, characterized in that, Applied to vehicles, including: Air dam assembly, comprising at least two air dams; A rotating shaft is connected to one of the aforementioned air dams; and A driving component is connected to the rotating shaft; The air dam assembly includes an open state and a closed state. The drive unit controls the rotation shaft to rotate to drive the air dam assembly to switch between the open state and the closed state. When the air dam assembly is in the open state, the air dam generates a first resistance with the air under the vehicle. When the air dam assembly is in the closed state, the air dam generates a second resistance with the air under the vehicle. The first resistance is greater than the second resistance.

2. The spoiler mechanism according to claim 1, characterized in that, The air dam assembly includes a first air dam and a second air dam; the inner wall of the first air dam and the inner wall of the second air dam form an angle greater than 90° and less than 180°.

3. The spoiler mechanism according to claim 2, characterized in that, There are two second air dams, which are respectively located at both ends of the first air dam and form the angle between them.

4. The spoiler mechanism according to claim 2, characterized in that, The rotating shaft includes a first shaft segment and a second shaft segment connected to each other; the first shaft segment is parallel to and rotatably connected to the first air dam; the second shaft segment is parallel to and rotatably connected to the second air dam; the driving component is connected to the first shaft segment or the second shaft segment and drives the first shaft segment and the second shaft segment to rotate synchronously.

5. The spoiler mechanism according to claim 4, characterized in that, The rotating shaft also includes a connector, the two ends of which are respectively connected to the first shaft segment and the second shaft segment; when the driving component drives the rotating shaft to rotate, the connector drives the first shaft segment and the second shaft segment to rotate synchronously.

6. The spoiler mechanism according to claim 5, characterized in that, The connector is an elastic telescopic component; the side of the elastic telescopic component facing the air dam assembly is in a stretched state, and the side away from the air dam assembly is in a compressed state. When the driving component drives the rotating shaft to rotate, the first shaft segment and the second shaft segment rotate synchronously, and the axial directions of the first shaft segment and the second shaft segment remain unchanged.

7. The spoiler mechanism according to claim 5, characterized in that, The connector is a universal joint, which includes a first link and a second link that are perpendicular to and intersecting each other; The first connecting rod has its axial direction perpendicular to the axial direction of the first shaft segment and is rotatably connected to the first shaft segment; the second connecting rod has its axial direction perpendicular to the axial direction of the second shaft segment and is rotatably connected to the second shaft segment.

8. The spoiler mechanism according to claim 7, characterized in that, The first shaft segment includes a first protrusion, and the second shaft segment includes a second protrusion; the first protrusion is located at one end of the first shaft segment facing the second shaft segment, and the second protrusion is located at one end of the second shaft segment facing the first shaft segment; wherein, the first protrusion extends along the axial direction of the first shaft segment toward the second shaft segment and is rotatably connected to the first connecting rod, and the second protrusion extends along the axial direction of the second shaft segment toward the first shaft segment and is rotatably connected to the second connecting rod.

9. The spoiler mechanism according to claim 1, characterized in that, When the air dam assembly is in the closed state, at least a portion of any two adjacent air dams are stacked.

10. A vehicle, characterized in that, The system includes a front bumper and a spoiler mechanism as described in any one of claims 1 to 9; the spoiler mechanism is disposed at the bottom of the front bumper; when the air dam assembly is in the open state, the air dam assembly is exposed from the bottom of the front bumper and is used to block the airflow in front of the vehicle.

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